Internal-combustion engine.



No. 688,907. Patented Dec. I7, I90I.

n. F. wALLMANN.

NTERNAL CUMBUSTIUN ENGINE.

(Application med me. 11, sva.)

(No Model.) 4 Sheets-Sheet I.

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No. 688,907. Patented nec. I7, |901. H. F. wALLMANN.

INTERNAL COMBUSTION ENGINE.

(Application led Dec. 11, 1899.) (No Model.) 4 Sheets-Sheet 2.

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No. 688,907. Patented Dec. I7-, I90II.

' H. F. WALLMANN.

INTERNAL V(IIMBUS'IIN' ENGINE.

' (Application led Dec. 1?., 1899.) (No Model.) 4 Sheets-Sheet 3.

No. 688,907. Patented Dec. I7, |901.

H. F. wALLMANN. INTERNAL COMBUSTIN ENGINE.

(Application med nu. 11, 1899.) (No Model.) 4 Sheats-Sheet 4.

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IIENNING FRIEDRICH VVALLMANN, `OF CHICAGO, ILLINOIS, ASSIGNOR TO THE WALLMANN ENGINE COMPANY, A CORPORATION OF ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

SPECIFICATION forming part of Letters Patent No. 688,907, dated December 1'?, 1901.

` Application filed December 11, 1899. Serial No. 73 9,962. (No model.)

To all whom t may concern: Beit known that I, HENNING FRIEDRICH WALLMANN, acitizen of the United States, residing at Chicago, in the county of Cook 5 and State of Illinois, have invented certain neW and useful Improvements in Internal- Combustion Engines, of which the following is a specification.

My invention relates to internal-combusi lo tion engines of the two-cycle type, in which a charge of compressed air is mixed in suitable proportions with an inflammable gas or oil vapor ignited and expanded within the combustion-cylinder and made to perform r 5 Work against the piston at every outstroke of the latter; and my'presentinvention is in the nature of improvements upon the engine forming the subject-matter of my former application for Letters Patent, iiled May 3l, 2o 1899, Serial No. 718,904. In said former application provision was made for permitting the idle backilow of fuel from the fuel-pump to the reservoir While the air-pump was scav` enging the combustion-cylinder and causing the components of each charge (air and fuel) to enter the combustion-cylinder at substantially the same pressure by effecting through mechanical means the simultaneous or substantially simultaneous closing of the eX- haust-valve of the combustion-cylinder and the inlet-valve of the fuel-pump. My present improvements reside principally in the addition to the engine forming the subjectmatter of my former application aforesaid of a positively-operated valve for controlling the admission of fuel from the fuel-pump to the combustion-cylinder and of a peculiar quadruple-faced cam for determining the relative operations of the latter valve and the 4o inlet-valve of the f uel-pu mp and the exhaustvalve of the combustion-cylinder, all as hereinafter fully described and claimed.

My invention is illustrated in the accompanying drawings, in which- Figure l is a view in central vertical section of my improved engine. Fig. 2 is a side view of the engine, showing the valve-actuating connections. Figs. 3 to 14, inclusive, are diagrammatic views illustrating various 5o positions of the valve-actuating mechanism at different points in the strokes of the pistons; and Figs. l5 and 16 show an edge and an end vie-W, respectively, of the valve-actuating cam.

Similar characters of reference referto simi-4` 55 lar parts throughout the several views.

A designates the base or bed plate of the engine, in which is jou rnaled the crank-shaft B, carrying a fly-wheel C.

Supported vertically on the bed-plate A is 6ov a framework D, which supports at its upper end a combustion -cylinder E and an airpump cylinder F. Arranged tandem With and forming an extension of the air-pump cylinder F is the cylinder G of the fuel-pump, the plungers F' of the air-pump and G' of the fuel-pump being formed integral, as shown, or rigidly connected together, so as to move simultaneously under impulses imparted .from the crank-shaft B through crank B2 and 7c connecting-rod f. Within the combustioncylinder E is the Working piston or plunger E', the latter connected to and operating the crank-shaft B through the agency of connect- .ing-rod e and crank B'.

It Will be noticed that the two cranksB and B2 are not set in parallel relation to each other on the crankshaft B, but about one-eighth of arevolution apart, the crank B', connected to the Working piston E', being approximately forty-five 8o degrees in advanceof the crank Bg, which actuates the pump-plungers F' and G. The purpose of this relative arrangement of cranks will be disclosed later in the description of the operation of the engine. 8 Referring to the air-pump F, it will be noticed that the presence of the elongated plunger G', formed directly on the upper face of the air-pump plunger F', creates an annular air-compression chamber Within the cylinder 9o F, to which air is admitted on the suctionstroke through the inlet-valve H, and out of which it is forced on the compression-stroke through a port I and a mixing device J, past valve K into the combustion-cylinderE. The cylinder of the fuel-pump is provided, preferably at its upper end, with an inlet-valve L, normally held closed by a spring, but adapted to open on the suction-stroke and 'to be positively held open during the last portion of loo the suction-stroke and at times during the first portion of the compression-stroke also than y the air.

by means and for a purpose hereinafter described.

M designates the ordinary gas-reservoir or rubber bag from which fuel is supplied to the pump Gr through a chamber m, containing a valve for the admission of air through pipe m', and, if desired, another chamber n, in which the gas and air lnay be more thoroughly mingled to form an incombustible mixture of fuel.

Referring now to the combustion-cylinder, K is its inlet-valve, and N designates its exhaust-valve. The latter is normally held to its seat by a spring, as shown; but it is positively opened at and during the proper period in the engines operation to effect the exhaust and scavenging of the combustion-cylinder by suitable mechanism, as hereinafter described.

The mechanism as thus far described is substantially similar to that disclosed in my pending application, Serial No. 718,904, hereinabove referred to. I will now proceed to describe the improvements I have subsequently `made upon the construction therein shown and claimed and which comprise the gist of my present invention. In the aforesaid application I stated the desirability of h aving the components of each charge (compressed air and compressed fuel) enter the combustion-cylinder at equal or substantially equal pressures, and to that end in that application I provided means for permitting the idle vba'ckfiow of a part of the fuel in the fuel- :pump to the reservoir during the interval in which the air-pumpis engaged in scavenging rthe combustion-cylinder., I have since found, however, that in view of the fact that the air -fduring the scavenging operation is underconsiderable pressure it is desirable to begin the ycompression of fuel in the fuel-pump in advance of the completion of the scavenging operation, or,in other words, before the closing ofthe exhaust-valve of the combustion-cylinder, especially where a mixer, as J, is employed, so that the fuel may enter the latter cylinder under a slightly greater pressure To'ths end I provide in the \canal-or passage-way connecting the fuelpumpwith the combustion-cylinder, and in additionl to the regular automatic inlet-Valve 'K of the latter cylinder, a positively-actuated controlling-valve O, which by means hereinafter described is openedat a predeterminedinterval: after the closing of both the inlet-valve of the fuel-pump and the ex- -haust-valve of the combustion-cylinder to lad mit the compressed fuel into the latter cylinder. The inlet-valve K of the combustioncylinder has a'hollow stem of considerable length provided with a plurality of fine lateral :ports near its lower end, as shown, and its casing K'is similarly ported near its lower endopposite the port I, so that the compressed fuel entering through the hollow valve-stem and the compressed air entering through port I will be forced in opposite directions to meet each other in fine sprays through the lateralv ports in the valve-stem and its casing, respectively, and will enter the combustioncylinder past the valve K in a thoroughlycommingledstate. Furtherdetailed description of 'this mixing device is not here given, as it is not herein specifically claimed, but forms the subject-matter of a companion application.

Referring now to the mechanism for actuating and controlling the three valves L, N, and O, P P designate a pair of standards mounted on top of the cylinders E and F. In the upper ends of these standards is suitably journaled a horizontal rock-shaft Q. Rigidly secured on this rock-shaft are three short arms or tappets q, q', and q2, which at their outer ends engage the stems of the valves N, O,4 and L, respectively, at the right times to eect the proper actuationof saidvalves, as hereinafter described. The rock-shaft Q is positively actuated from the crank-shaft B of the engine through the agency of a quadruplefaced governor-controlled cam-disk R on said crank-shaft, said cam-disk engagingand actuating a roller r, journaled in one arm of a vlever r', pivoted at r2 to the upper end of a standard a, the other arm of said lever being joined by an adjustable connecting-rod r3 to a short arm r4, fast on the rock-shaft Q.

S indicates an igniter located in theupper or inner end of the combustion-cylinder. It may be of any known. and approved type and l construction and is not, therefore, shown and described in detail.

The operation of my improved engine will be best understood by reference to Figs. 3 to 14, inclusive, which lillustrate diagrammatically the various positions of the pistons and valves and the operations taking place in the several cylinders at the commencement of IOO and during the travel of the cam-roller over the four faces of the cam. The highest face (indicated by 4, Fig. 16) extends through forty-five degrees, the next highest .face (indicated by 3) extends through ninety degrees, the next to the lowest face (indicated by 2) also extends through ninety degrees, and the lowest face (indicated by 1) extends through one hundred and thirty-five degrees. Referring now to Figs. 3, 4, and 5 and remembering that in practice the cam Ris on the crank-shaft B and of course turns in the same direction as the crank-shaft, (see arrows,) it will be observed that the cam-rollerr has completed one-third of its travel,(.or fortyve degrees) over the lowest face 1 of the cam. At the instant the cam-roller under the action of sprin g 1'5 descended from face 3 to face 1 the cranks were of course one-eighth of a turn back of their positions, as shown in Figs. 3, 4, and 5. At that instant the pump-pistons F and G were just half-way up on their compression-strokes and the engine-piston Ef was about ive-sixths of the way up on its inward stroke. The inlet-valve L of the fuel-pump was of course closed, the air-pump` had just completed its scavenging of the combustion- IIO cylinder, the exahaust-valve N of Athelatte'r cylinder had just closed, and immediately thereafter the fuel-controlling valve O had been opened and the air and fuel pumps F and G, respectively, had just begun to supply the components of the next charge through the mixer J to the combustion-cylinder E. At the positions of the pistons and valves shown in said Figs. 3, 4, and the pump-pistons F and G have nearly finished their forcing strokes and the engine-piston E has just completed its inward stroke, during the last portion of which (after the closing of exhaust- Valve N) it was compressing the new charge. The fuel-controlling valve O is still open. Figs. 6, 7, and 8 illustrate the positions ofthe parts ninety degrees, or one-fourth of a turn,

`later than as shown in Figs. 3, 4, and 5. I-Iere the cam-roller has just mounted from face 1 to face 2 of the cam. This has had no effect on valves L and N, but has allowed fuel-oontrolling valve O to close to its seat under the action of its controlling-spring. The pumppistons F and Gr are about one-sixth of the way down on their suction-strokes, while the engine-piston E is half-way down on its explosion or working stroke, the igniter S having fired the charge when the crank of the working piston had reached about forty-five degrees past its upper dead-center. It is here noted that the valve O is not timed, to close at the very commencement of the suctionstroke of the pumps, for the reason that at that period in the operation the canal or passage-way (which is of considerable length) between the fuel-pump and combustion-cylinder is full of gas which it is desirable to draw back into the fuel-pump in order to prevent its being sucked down into the air-pump and swept out at the exhaust with the next scavenging blast, and thus wasted. The closing-spring of the fuel-inlet valve L is therefore made somewhat stiffer than the corresponding spring of air-inlet valve H. During about the first one-sixth of the suctionstrokes of the pumps, therefore, the air-pump is drawing in air through its valve H; but the fuel-pump is drawing back fuel from said canal or passage-Way. Now the closing of the Valve O will be so timed as to just permit all the fuel in the canal to be drawn back into the fuel-pump, butto prevent air being drawn in after it from the air-pump through port I and the gas-canal. After valve O has been closed the valve L opens by suction and the fuel-pump begins to iill from the reservoir. During the next quarter-turn of the crankshaft while the cam-roller is traveling over the face 2 of the cam, the valves L, N, and O remain in the positions shown in Figs. 6, 7, and 8. When,however,thecam-rollermounts the highest face 4 of the cam, as shown in Figs. 9, 10, and 11, the tappet q2 is drawn down into engagement with the stem of the fuel-inlet valve L (previously opened by suction) and holds said valve open during the remainder of the suction-stroke of the fuelpump piston, thus insuring the complete iilling of the fuel-pump with fuel. The fuelcontrolling valve O is still closed, and the exhaust-valve N of the combustion-cylinder has just been opened. The pistons of the air and fuel pumps are just nishing their suctionstrokes, while the working piston E has just completed its working stroke and the burned products of combustion have just commenced to exhaust past the open exhaust-valve N. For the next forty-five degrees travel of the crank-shaft the valves L, N, and O are stationary in the positions shown in Figs. 9, 10, and 11, during which time the pistons move from the positions shown in the latter figures to those illustrated in Figs. 12, 13, and 14. 1n that interval the pump-pistons F and G' complete their suction-strokes, while the engine-piston E makes about one-sixth of its upward or exhaust stroke, as shown in Figs. 12, 13, and 14. As now the cam-roller drops from face 4 to face 3 of the cam, tappet q2 allows the fuel-inlet valve L to close, the fuelcontrolling valve O is unaffected, While the exhaust-valve N is still held open, as shown.

During the next quarter-turn of the crankshaft, while the cam-roller is passing over the face 3 of the cam, the pistons will all advance upward and inward from their positions, as shown in Figs. 12, 13, and 14. Piston G of the fuel-pump will be compressing fuel for the next charge, piston F', of the air-pump will be scavenging the combustion-cylinder, and piston E of the combustion-cylinder will be expelling the products of combustion commingled with the scavenging-air. The valves L, N, and O will all remain in the positions shown in Figs. 12, 13, and 14. Finally, with the descent of the cam-roller from face 3 to face 1 of the cam,vthe exhaust-valve N will close, the fuel-controlling valve O will open, a fresh combustible charge will be forced through mixen J into the combustion-cylinder, and the hereinabove-described cycle of operations will be repeated.

In order to regulate and control the speed of the engine, the cam R, which is splined on the shaft B, is made capableof sliding thereon and longitudinally thereof and is connected to a centrifugal ball-governor T, located in the ily-wheel in the usual manner. The steps of the cam are formed obliquely across the periphery of the cam-disk instead of parallel with its axle, so that alongitudinal shifting of the cam-disk by the governor when the speed rises above normal causes all the valves to be actuated later in the engines operation, with the result that a smaller combustible charge is fed to the combustion-cylinder and the speed of the engine is correspondingly decreased. The fuel-inlet valve L, it will be noticed, opens by suction; but the time of its closing is determined by the governor-controlled cam, and at times when its closing is delayed until after the fuel-pump piston G has commenced its compressionstroke a part of the fuel will of course be ICO IIO

rubber bag M.

.Having thus described my invention, and

illustrated the preferred embodiment thereof, what I claim, and desire to secure by Letters Patent, is-

1.In an internal-combustion engine, the combination with the crank-shaft and 'the combustion-cylinder having its piston operatively connected tov the crank-shaft, of air and'fuel pumps operated from `the crankshaft by a crank set at an acute angle to the crank of the combustion-cylinder, a canal or passage-Way between 'the fuel-pump and the combustion cylinder, a positively operated fuel-controlling Valve in said canal, and an automatic check-valve guarding the discharging end of said canal, substantially as Vdescribed.

2. In an internal-combustion engine, the combination with the crank-,shaft 'and the combustion-cylinder having its piston operatively connected to the crank-shaft, of air and fuel pumps operated from the crankshaft by a crank set at an acute angle tothe crank of the combustion-cylinder, a'canal or passage-way between the fuel-pump and the combustion cylinder, la positively operated fuel-controlling valve in said canal, a duct connecting the air-pump with said canal adjacent the latter-s entrance tothe combustion-cylinder, and an automatic check-valve guarding the discharging end of said canal, Substantially as described.

3". In "an internal-combustion engine, the combination with the crank-shaft and the combustion-cylinder having its piston opertively connected to the crank-shaft, of vair and fuel pumps operated from the lcrankshaft by a crank set at an acute angle to the crank of the combustion-cylinder, a canal or "passage-way between the fuel-pump and the combustion-cylinder, a positively-operated fuel-controlling valve in said canal, a Amixer located in said canal between the fuel-controlling valve and the combustion-cylinder, a duct connecting the air-pump with said canal through the mixer therein, and an automatic check-valve guarding the discharging end of said canal, substantially as described.

'4. In an internal-combustion engine, the

combination with the crank-shaft and the combustion-cylinder having its piston operatively connected to the'crank-shaft, of air and fuel pumps connected to the crank-shaft so as to be'operated simultaneously therefrom, a canal or passage-way between the fuel-pump and the combustion-cylinder, a fuel-controlling valve in said canal, an automatic check-valve guarding the discharging end of said canal, and valve-actuating mech.

anism operating to hold open said fuel-controlling valve until after the fuel-pump has rbegun its suction-stroke whereby the body of fuel remaining in said canal after each forcing stroke is drawn back into the fuel-pump, substantially as described.

5. In an internal-combustion engine, the combination with the combustion-cylinder,

Vofair'and fuel pumps arranged tandem and disposed parallel with said combustion-cylinder, a rock-shaft journaled transversely of the heads of said cylinders and carrying tappets adapted to engage and actuate the fuelinlet valve, the fuel-discharge valve, and the exhaust-valve of the combustion-cylinder, a single l governor controlled, multiple faced cam'on the crank-shaft, and connections intermediate said cam and the rock shaft through which said cam controls and effects the properly-timed movements of said valves, substantially as described.

v6. In an internal-combustion engine, the combination with the combustion-cylinder, the vair-pump and the fuel-pump, all connected to acomm'on crank-shaft, of a'fuel-controlling valve located intermediate the fuel- HENNING FRIEDRICH WALLMANN.

Witnesses:

SAMUEL N. POND, GEORGE E. HALEY. 

